EP1242733B1 - Verfahren und vorrichtung zur steuerung der antriebseinheit eines fahrzeugs - Google Patents

Verfahren und vorrichtung zur steuerung der antriebseinheit eines fahrzeugs Download PDF

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Publication number
EP1242733B1
EP1242733B1 EP00993430A EP00993430A EP1242733B1 EP 1242733 B1 EP1242733 B1 EP 1242733B1 EP 00993430 A EP00993430 A EP 00993430A EP 00993430 A EP00993430 A EP 00993430A EP 1242733 B1 EP1242733 B1 EP 1242733B1
Authority
EP
European Patent Office
Prior art keywords
property
resulting
drive unit
predefined setpoint
torque
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP00993430A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP1242733A2 (de
Inventor
Juergen Gerhardt
Bernhard Mencher
Werner Kind
Werner Hess
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from DE10016649A external-priority patent/DE10016649A1/de
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1242733A2 publication Critical patent/EP1242733A2/de
Application granted granted Critical
Publication of EP1242733B1 publication Critical patent/EP1242733B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1497—With detection of the mechanical response of the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D11/105—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
    • F02D31/001—Electric control of rotation speed
    • F02D31/002—Electric control of rotation speed controlling air supply
    • F02D31/003—Electric control of rotation speed controlling air supply for idle speed control
    • F02D31/005—Electric control of rotation speed controlling air supply for idle speed control by controlling a throttle by-pass
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/045—Detection of accelerating or decelerating state
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2409—Addressing techniques specially adapted therefor
    • F02D41/2422—Selective use of one or more tables
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
    • F02D41/266—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor the computer being backed-up or assisted by another circuit, e.g. analogue
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F02D2250/22—Control of the engine output torque by keeping a torque reserve, i.e. with temporarily reduced drive train or engine efficiency
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/32—Controlling fuel injection of the low pressure type
    • F02D41/34—Controlling fuel injection of the low pressure type with means for controlling injection timing or duration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/15—Digital data processing
    • F02P5/1502—Digital data processing using one central computing unit
    • F02P5/1504—Digital data processing using one central computing unit with particular means during a transient phase, e.g. acceleration, deceleration, gear change
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the invention relates to a method and a device for controlling the drive unit of a vehicle.
  • the drive unit of a vehicle on the basis of a driver specified driving intent, setpoints of external and / or internal control and control functions, such as a traction control, a motor drag torque control, a transmission control, a speed and / or speed limit and / or a Idle speed control can be controlled.
  • setpoints of external and / or internal control and control functions such as a traction control, a motor drag torque control, a transmission control, a speed and / or speed limit and / or a Idle speed control can be controlled.
  • These target specifications show partly opposite effects, so that, since the drive unit can set only one of these setpoint specifications, these setpoint specifications must be coordinated, that is to select a target value specification to be realized.
  • a method and a device for controlling the driving speed of a vehicle in the context of a vehicle speed control is known, wherein the vehicle speed control is dependent on the driver behavior.
  • the driver's behavior is determined from a driver type characteristic number determined in an automatic transmission control.
  • the resulting setpoint determined by the coordinator including the resulting property variable (s) is converted by one or more setpoint values for the control paths (control variables) of the drive unit as a function of the operating point and operating state of the drive unit.
  • the transmitted property size (s) and the current operating state of the drive unit are taken into account, so that an optimal implementation of the resulting setpoint specification in the context of the resulting property (s) and the current operating state of the engine takes place.
  • FIG. 1 shows an overview diagram of a control device for controlling a drive unit in a preferred embodiment, while in the figures 2 to 4 flowcharts are shown, which coordinates the existing target specifications including properties or the implementation of the resulting target specification and property (s) by selection represent the available parking paths.
  • FIG. 1 shows a block diagram of a control device for controlling a drive unit, in particular an internal combustion engine, preferably with gasoline direct injection. It is a control unit 10 is provided, which as Components an input circuit 14, at least one computer unit 16 and an output circuit 18 has. A communication system 20 connects these components for mutual data exchange.
  • the input circuit 14 of the control unit 10 are supplied to input lines 22 to 26, which are designed in a preferred embodiment as a bus system and via which the control unit 10 signals are supplied, which represent to be evaluated for controlling the drive unit operating variables. These signals are detected by measuring devices 28 to 32.
  • Such operating variables are accelerator pedal position, engine speed, engine load, exhaust gas composition, engine temperature, etc.
  • the control unit 10 controls the power of the drive unit. This is symbolized in FIG.
  • control systems of the vehicle which transmit input variables 14, for example torque setpoint, to the input circuit 14.
  • control systems are, for example, traction control systems, vehicle dynamics controls, transmission controls, engine drag torque controls, etc.
  • the air supply to the engine, the firing angle of the individual cylinders, the fuel mass to be injected, the injection timing, the air / fuel ratio, etc. are set via the illustrated adjustment paths.
  • the external setpoint specifications which include a setpoint input by the driver in the form of a drive request
  • internal default values for controlling the drive unit are present, for example, a torque change idle control, a speed limit that outputs a corresponding target preset size, a speed and / or Torque change limit, limitations of component protection or a separate setpoint size in the start.
  • Boundary conditions or properties representing the manner of implementation of the setpoint specification quantity are associated with the individual setpoint setpoint variables.
  • one or more properties may be associated with a setpoint input variable, so that the term "properties" in an advantageous exemplary embodiment means a characteristic vector in which the various characteristic variables are entered.
  • Properties of setpoint default quantities are e.g. the required dynamics in the setting of the setpoint input variable, the priority of the setpoint setpoint variable, the size of the torque reserve to be set, and / or the comfort of the adjustment (for example, limitation of the change). These properties are present in a preferred embodiment. In other embodiments, more or less, even one property is provided.
  • a corresponding property vector comprising the characteristics set forth above, is communicated with each setpoint setpoint from the external controllers or internal functions.
  • FIG. 2 shows a flow chart which outlines a program running in the computer unit 16 of the control unit. It describes the coordination and implementation of the setpoint specifications as well as their properties.
  • the computer unit 16 is supplied to the accelerator pedal position ⁇ representing size. This sets it, possibly taking into account further operating variables such as the engine speed, in a calculation step 100 in a driver's desired torque MiFA, which is the coordinator 102 is supplied. Further, the computer unit 16 will have external torque command values Mil to MiN transmitted, which are also supplied to the coordinator 102. With each torque setpoint, the selected feature sizes (or feature vectors consisting of individual feature sizes) are transmitted to eN and supplied to the coordinator.
  • internal functions 110 are provided which either also supply torque setpoints with the corresponding property values to the coordinator 102 or specify limit values Mlim for the torque setpoints or egrenz for the feature sizes, which are also supplied to the coordinator 102 and in the coordination of the setpoint values and property values be taken into account.
  • the output of the coordinator 102 is the resulting setpoint torque value MiSOLL, which ultimately comes to a setting, as well as the resulting characteristic quantity (s) eSOLL selected from the supplied characteristic quantities taking into account the limit values, in the context of which the setpoint value is realized.
  • These quantities are supplied to a converter 104, to which further operating variables such as engine speed, etc. are also supplied.
  • the converter converts the setpoint torque value MiSOLL into manipulated variables, taking into account the supplied operating variables and the resulting characteristic variable (s). With these manipulated variables fuel metering, ignition angle, air supply, etc. are affected, such that the predetermined target torque within the framework of the resulting property (s) is established.
  • FIG. 3 shows a flowchart which represents a preferred embodiment of the coordinator 102.
  • nominal torque values Mil to MiN are supplied to the coordinator, which also includes the setpoint torques of the internal functions.
  • Property values e1 to eN are also assigned to these setpoint torques, also for the internal setpoint specifications.
  • the desired torque values are supplied to the torque coordinator 102a, which is as in the aforementioned State of the art works.
  • the feature sizes (vectors) e1 to eN are supplied to the property coordinator 102b and coordinated there.
  • the specific embodiment of the coordinator 102b depends on the properties used.
  • the priority property is selected by the coordinator by passing the highest priority to the translator.
  • the "Dynamics" property is selected, in which the respectively highest dynamic request is output as a property at the converter.
  • the largest torque reserve to be set is passed on.
  • the selection results, for example, in that, depending on the set driver type (sporty driver, comfortable driver, etc.), the selection with respect to the comfort property is more comfortable or sportier realization.
  • the desired setpoints and characteristics selected in this manner are delivered to the limiter 102c by the coordinators 102a and 102b.
  • the setpoint specification is limited to the predetermined torque limit values Milim, which is formed for reasons of component protection, exhaust gas reasons, etc. Accordingly, the transmitted property values or property value is limited to the limit egrenz.
  • this limit value represents the maximum possible dynamics of the adjustment or the maximum possible magnitude of the torque reserve in the current operating state.
  • the property limit values are either fixed or are determined in the context of maps, calculations, etc. on the basis of the operating state, operating variables, etc. calculated.
  • the limiter 102c then sends out the possibly limited resulting values MiSOLL and eSOLL, which are transmitted to the converter for setting.
  • Torque setpoints and property values are thus separated and coordinated independently of each other. Therefore, when a torque setpoint is selected by the coordinator 102, its input characteristics are changed since a different characteristic than the one of the coordinator 102b is selected. The property values can therefore be changed independently of the torque setpoints.
  • FIG. 4 shows a flow chart of a preferred implementation of the converter 104.
  • the resulting values MiSOLL and eSOLL determined according to FIG. First of all, the adjustment paths are selected in 104a, possibly taking into account further operating variables, which are supplied via the lines 104b to 104c. This takes place, for example, in accordance with the property to be implemented for each control path when setting the setpoint or part of the setpoint. For example, with respect to the dynamic property, depending on the current operating state, which is essentially determined by the rotational speed, the minimum time required for the setting of the target value is indicated in a table, so that the suitable actuating path is selected taking into account the dynamic requirement.
  • the manipulated variables are thus generated on the basis of the transmitted setpoints and properties and are dependent on the operating mode (for gasoline direct injection engines), speed and / or other input variables.
  • the torque reserve is set as Zündwinkelver ein, while it is not performed in the mode shift operation.
  • the information about the current operating mode is available to the converter 104.
  • the anti-jerk function which requests the implementation of a torque request in a certain time, for example 50 ms. This is possible at low speed only via a Zündwinkelver ein or in shift operation via a change in the fuel mass, since only provide these adjustment paths the required dynamics.
  • the converter determines the torque to be set for each individual control path.
  • the control paths air (ML), ignition angle (MZW) and fuel (MQK) are shown in FIG.
  • ML ignition angle
  • MQK fuel
  • the property eL, eZW, eQK characterizing the realization of the manipulated variable eg the required dynamics of the adjustment of the respective manipulated variable, etc.
  • the required dynamics of the adjustment of the moment is transmitted as a property variable.
  • adjusting paths tables are provided in this example, where depending on the speed of the minimum adjustment of the individual control paths are entered for a specific torque change. For a torque change of 50 Nm results, for example, at a speed of 2000 Umdr / min an adjustment time of 67msec for the air path, 33msec for the fuel and 14msec for the Zündwinkelpfad, while at 4000 Umdr / min the corresponding values 27msec, 13msec and 6msec are. Therefore, with a property size of 30msec at a speed of 2000 rpm, the ignition path is selected, and at a speed of 4000 rpm, the air path is selected.
  • a combination of the setting paths is selected (eg a part of the torque change via ignition angle, the remainder via fuel), whereby corresponding characteristic quantities are transmitted for the respective travel path.
  • the ignition angle is reset to its starting point and the air supply adapted accordingly.
  • the other properties are realized accordingly.
  • the nominal manipulated variables are then output in the actual converter 104d in accordance with the selection made, taking account of operating variables which are supplied via the lines 104e to 104f, taking into account the transmitted properties into control signals for setting the fuel metering, the ignition angle and / or the air supply.
  • the transmitted desired value is converted into manipulated variables in a manner known from the prior art, while the manner of changing the manipulated variable is determined by the properties.
  • the efficiencies of the piloted paths are considered according to the prior art.
  • the described procedure is not limited only to the application in gasoline internal combustion engines, but is correspondingly also in diesel internal combustion engines and / or alternative drive forms, such as electric motors, etc., applied.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Computer Hardware Design (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Control Of Eletrric Generators (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
EP00993430A 1999-12-18 2000-11-28 Verfahren und vorrichtung zur steuerung der antriebseinheit eines fahrzeugs Expired - Lifetime EP1242733B1 (de)

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
DE19961291 1999-12-18
DE19961291 1999-12-18
DE10016649A DE10016649A1 (de) 1999-12-18 2000-04-04 Verfahren und Vorrichtung zur Steuerung der Antriebseinheit eines Fahrzeugs
DE10016649 2000-04-04
PCT/DE2000/004231 WO2001044642A2 (de) 1999-12-18 2000-11-28 Verfahren und vorrichtung zur steuerung der antriebseinheit eines fahrzeugs

Publications (2)

Publication Number Publication Date
EP1242733A2 EP1242733A2 (de) 2002-09-25
EP1242733B1 true EP1242733B1 (de) 2007-02-07

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP00993430A Expired - Lifetime EP1242733B1 (de) 1999-12-18 2000-11-28 Verfahren und vorrichtung zur steuerung der antriebseinheit eines fahrzeugs

Country Status (7)

Country Link
US (1) US6778883B1 (ru)
EP (1) EP1242733B1 (ru)
JP (1) JP2003517138A (ru)
CN (1) CN100359143C (ru)
DE (1) DE50014044D1 (ru)
RU (1) RU2264549C2 (ru)
WO (1) WO2001044642A2 (ru)

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Publication number Priority date Publication date Assignee Title
DE10232875B4 (de) * 2002-07-19 2012-05-03 Robert Bosch Gmbh Verfahren und Steuereinheit zur Steuerung der Antriebseinheit eines Fahrzeugs
DE10233576A1 (de) * 2002-07-24 2004-02-05 Robert Bosch Gmbh Verfahren und Vorrichtung zum Steuern der Antriebseinheit eines Fahrzeugs
DE102004060527A1 (de) * 2004-12-16 2006-06-22 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung einer Antriebseinheit
DE102005002111A1 (de) * 2005-01-17 2006-07-27 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
US7549941B2 (en) * 2005-09-09 2009-06-23 Eaton Corporation Vehicle differential including pump with variable-engagement clutch
JP4483907B2 (ja) * 2007-08-21 2010-06-16 トヨタ自動車株式会社 車両制御方法および車両制御装置
DE102008042783A1 (de) * 2008-10-13 2010-04-15 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben einer Antriebseinheit
JP2012163092A (ja) * 2011-01-20 2012-08-30 Nissan Motor Co Ltd 内燃機関の出力特性制御装置
WO2012114495A1 (ja) 2011-02-24 2012-08-30 トヨタ自動車株式会社 内燃機関の制御装置
CN104379916B (zh) * 2012-06-05 2017-10-27 康明斯知识产权公司 用于慢响应和快响应扭矩请求的仲裁策略
DE102014215263A1 (de) * 2013-09-19 2015-03-19 Schaeffler Technologies Gmbh & Co. Kg Verfahren zur Beibehaltung eines sicheren Fahrzustandes eines Kraftfahrzeuges durch einen Aktor sowie ein Steuergerät
DE102016101184A1 (de) * 2016-01-25 2017-07-27 Amazonen-Werke H. Dreyer Gmbh & Co. Kg Verfahren und Düngerstreuer

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Publication number Priority date Publication date Assignee Title
DE4409122C2 (de) 1993-08-10 1998-12-24 Porsche Ag Vorrichtung und Verfahren zum Regeln einer Kupplung eines Fahrzeugantriebes
DE19611502B4 (de) 1996-03-23 2004-04-15 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung der Fahrgeschwindigkeit eines Fahrzeugs
DE19648055A1 (de) * 1996-11-20 1998-06-04 Siemens Ag Antriebsstrangsteuerung für ein Kraftfahrzeug
DE19702554B4 (de) 1997-01-24 2004-04-15 Siemens Ag Antriebssteuerung für ein Kraftfahrzeug
DE19709317B4 (de) 1997-03-07 2008-04-30 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung eines Fahrzeugs
DE19739567B4 (de) * 1997-09-10 2007-06-06 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung des Drehmoments der Antriebseinheit eines Kraftfahrzeugs
DE19828368C2 (de) * 1998-06-26 2001-10-18 Man Turbomasch Ag Ghh Borsig Verfahren und Vorrichtung zum Betreiben von zwei- oder mehrstufigen Verdichtern

Also Published As

Publication number Publication date
CN100359143C (zh) 2008-01-02
RU2002119202A (ru) 2004-01-20
DE50014044D1 (de) 2007-03-22
RU2264549C2 (ru) 2005-11-20
JP2003517138A (ja) 2003-05-20
CN1411531A (zh) 2003-04-16
EP1242733A2 (de) 2002-09-25
WO2001044642A3 (de) 2002-02-14
US6778883B1 (en) 2004-08-17
WO2001044642A2 (de) 2001-06-21

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